US9182014B2 - Multi-speed gearbox - Google Patents

Multi-speed gearbox Download PDF

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Publication number
US9182014B2
US9182014B2 US14/396,069 US201314396069A US9182014B2 US 9182014 B2 US9182014 B2 US 9182014B2 US 201314396069 A US201314396069 A US 201314396069A US 9182014 B2 US9182014 B2 US 9182014B2
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United States
Prior art keywords
attained
engaging
gear
clutches
clutch
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Expired - Fee Related
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US14/396,069
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US20150087471A1 (en
Inventor
Stefan Beck
Christian SIBLA
Wolfgang Rieger
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Assigned to ZF FRIEDRICHSHAFEN AG reassignment ZF FRIEDRICHSHAFEN AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BECK, STEFAN, RIEGER, WOLFGANG, SIBLA, CHRISTIAN
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H2003/445—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion without permanent connection between the input and the set of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2012—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with four sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2094—Transmissions using gears with orbital motion using positive clutches, e.g. dog clutches

Definitions

  • the present invention relates to a multi-stage transmission of a planetary design, in particular an automatic transmission for a motor vehicle.
  • automatic transmissions particularly for motor vehicles, comprise planetary gear sets which are shifted using friction elements or shift elements such as clutches and brakes, and typically are connected to a start-up element, such as a hydrodynamic torque converter or a fluid coupling, which is subject to a slip effect and is provided optionally with a lock-up clutch.
  • a start-up element such as a hydrodynamic torque converter or a fluid coupling
  • Such an automatic transmission is known, for example, from DE 199 12 480 B4 by the applicant. It comprises three single-carrier planetary gear sets, as well as three brakes and two clutches for shifting six forward gears and one reverse gear, an input shaft and an output shaft, wherein the carrier for the first planetary gear set is continuously connected to the ring gear of the second planetary gear set, and the carrier for the second planetary gear set is continuously connected to the ring gear of the third planetary gear set, and the input shaft is directly connected to the sun gear of the second planetary gear set.
  • the input shaft is connectable, by means of the first clutch, to the sun gear of the first planetary gear set and, by means of the second clutch, to the carrier of the first planetary set, wherein the sun gear of the first planetary gear set is connectable, by means of the first brake, to a housing of the transmission, and the carrier of the first planetary gear set is connectable, by means of the second brake, to the housing of the transmission, wherein the sun gear of the third planetary gear set is connectable, by means of the third brake, to the housing of the transmission.
  • the output shaft of the transmission is continuously connected to the carrier for the third planetary gear set and the ring gear of the first planetary gear set.
  • a 9-speed multi-stage transmission is known from DE 29 36 969 A1; it comprises eight shift elements and four planetary gear sets, wherein one planetary gear set serves as a front-mounted transmission and the main gearing includes a Simpson set and a further planetary gear set serving as a reverse gearing.
  • the first and second planetary gear sets which are preferably designed as minus planetary gear sets, i.e., with a negative stationary transmission, form a shiftable front-mounted gear set, wherein the third and fourth planetary gear sets form a main gear set.
  • the carriers of the first and second planetary gear sets are coupled together, via the fourth shaft, which is connected to an element of the main gear set, the ring gear of the first planetary gear set is coupled to the sun gear of the second planetary gear set, via the eighth shaft, which is detachably connectable to the drive shaft via the first clutch, and the sun gear of the first planetary gear set can be coupled to a housing of the transmission by means of the third shaft, via a first brake, and is detachably connectable to the drive shaft, via a second clutch, wherein the ring gear of the second planetary gear set can be coupled to a housing of the transmission by means of the fifth shaft, via a second brake.
  • the seventh shaft is permanently connected to at least one element of the main gear set, and can be coupled to the housing of the transmission via a third brake
  • the sixth shaft is permanently connected to at least one further element of the main gear set and is detachably connectable to the drive shaft, via a third clutch
  • the output shaft is permanently connected at least to one further element of the main gear set.
  • the fourth shaft is preferably permanently connected to the ring gear of the third planetary gear set
  • the sixth shaft is permanently connected to the ring gear of the fourth planetary gear set and to the carrier of the third planetary gear set, and is detachably connectable to the drive shaft, via the third clutch.
  • the seventh shaft is permanently connected to the sun gears of the third and fourth planetary gear sets, and can be coupled to a housing of the transmission, via the third brake.
  • the output drive is produced via the output shaft, which is permanently connected to the carrier of the fourth planetary gear set.
  • the third and fourth planetary gear sets can be combined or reduced to a Ravigneaux set having a common carrier and a common ring gear.
  • the shift elements of a multistage transmission designed in this manner which are normally designed as multi-disk clutches or brakes, are hydraulically actuated, which disadvantageously leads to high hydraulic losses.
  • To circumvent this actuation loss it would be particularly advantageous to use shift elements which can be actuated as needed.
  • Shift elements which can be actuated as needed can be understood, in particular, as shift elements that require no or comparatively little energy to maintain the gear state, i.e., disengaged or engaged, over changing the gear state.
  • the shift elements In particular the clutches, must be easily accessible from the outside.
  • the object of the present invention is to propose a multi-stage transmission of the initially-cited type, which has nine forward gears and one reverse gear having a sufficient transmission ratio, in which the design complexity, the component stress and construction size are optimized, and efficiency is furthermore improved.
  • the shift elements of the transmission should be readily accessible from the outside, which enables the installation of shift elements which can be actuated as needed.
  • the transmission should be suitable for both a standard design and front-transverse design.
  • a multi-stage transmission of a planetary design which has an input shaft and an output shaft and is disposed in a housing.
  • at least four planetary gear sets which are designated, in the following, as the first, second, third, and fourth planetary gear sets, eight rotatable shafts which are designated, in the following, as the drive shaft, output shaft, third, fourth, fifth, sixth, seventh, and eighth shafts, and at least six shift elements, preferably designed lamellar shift elements or form-locking shift elements, comprising brakes and clutches, whose selective engagement produces different transmission ratios between the drive shaft and the output shaft, and therefore preferably nine forward gears and one reverse gear can be realized.
  • the planetary gear sets of the transmission are preferably designed as minus planetary gear sets.
  • a simple minus planetary gear set comprises a sun gear, a ring gear, and a carrier on which the planetary gears are rotatably carried, the planetary gears meshing with the sun gear and the ring gear.
  • a simple plus planetary gear set comprises a sun gear, a ring gear and a carrier, on which inner and outer planet gears are rotatably carried, wherein all inner planet gears mesh with the sun gear and all outer planet gears mesh with the ring gear, and each inner planet gear meshes with only one outer planet gear.
  • the sun gear of the first planetary gear set is connected to the fifth shaft which is connected to the sun gear of the second planetary gear set and can be coupled, by means of a third brake, to the housing of the transmission, wherein the drive shaft can be releasably connected, by means of a first clutch, to the fourth shaft which is connected to the carrier of the second planetary gear set and can be coupled, by means of a second brake, to the housing of the transmission.
  • the drive shaft is releasably connectable, by means of a second clutch, to the seventh shaft, which is connected to the ring gear of the second planetary gear set and the sun gear of the third planetary gear set, wherein the drive shaft is furthermore releasably connectable, by means of a third clutch, to the eighth shaft, which is connected to the ring gear of the fourth planetary gear set and the carrier of the third planetary gear set.
  • the sixth shaft of the transmission is connected to the ring gear of the third planetary gear set and the carrier of the first planetary gear set, wherein the third shaft of the transmission is connected to the sun gear of the fourth planetary gear set and can be coupled to the housing, by means of a first brake, and wherein the output shaft of the transmission is connected to the carrier of the fourth planetary gear set and the ring gear of the first planetary gear set.
  • shift elements of the transmission can be designed, inter alia, as hydraulically-actuatable shift elements.
  • transmission ratios result that are particularly suitable for passenger vehicles, and in a greater overall gear ratio of the multi-stage transmission, thereby improving driving smoothness and significantly reducing fuel consumption.
  • design complexity is significantly reduced with the multi-stage transmission according to the invention due to a low number of shift elements.
  • Using the multi-stage transmission according to the invention it is advantageously possible to perform a start-up using a hydrodynamic converter, an external start-up clutch, or any other suitable external start-up element. It is also conceivable to perform a start-up using a start-up element integrated in the transmission.
  • a shift element that is actuated in the first forward gear and in the reverse gear is suitable for this.
  • the multi-stage transmission results in good efficiency in the main drive gears with respect to drag losses and gearing losses.
  • low torques exist in the shift elements and in the planetary gear sets of the multi-stage transmission, thereby advantageously reducing wear in the multi-stage transmission.
  • the low torques make it possible to utilize correspondingly small dimensions, thereby reducing the necessary installation space and related costs.
  • the rotational speeds of the shafts, shift elements, and planetary gear sets are low.
  • the transmission is designed to allow adaptability to different drive train embodiments in terms of power flow direction and spatial aspects.
  • FIG. 1 A schematic view of a preferred embodiment of a multi-stage transmission according to the invention.
  • FIG. 2 An example of a shift pattern for a multi-stage transmission according to FIG. 1 .
  • FIG. 1 shows a multi-stage transmission, according to the invention, which has a drive shaft 1 , an output shaft 2 , and four planetary gear sets P 1 , P 2 , P 3 and P 4 which are disposed in a housing G.
  • Planetary gear sets P 1 , P 2 , P 3 and P 4 in the example shown in FIG. 1 , are designed as minus planetary gear sets.
  • at least one of the planetary gear sets P 1 , P 2 , P 3 , P 4 can be designed as a plus planetary gear set if the carrier and ring gear connection are exchanged and, simultaneously, the value of the stationary transmission ratio is increased by 1 in comparison to the design as a minus planetary gear set.
  • the planetary gear sets P 1 , P 2 , P 3 , P 4 are disposed in the sequence of the first planetary gear set P 1 , second planetary gear set P 2 , third planetary gear set P 3 , and fourth planetary gear P 4 .
  • the actual sequence of individual planetary gear sets and the arrangement of the shift elements are freely selectable as permitted by the connectivity of the elements.
  • shift elements are provided, namely, three brakes, 03 , 04 , 05 and three clutches 14 , 17 , 18 .
  • the spatial disposition of the shift elements can be arbitrary, and is limited only by the dimensions of the outer design.
  • the transmission's clutches and brakes are preferably designed as friction shift elements or lamellar shift elements, but they can also be designed as form-locking shift elements.
  • the multi-stage transmission has a total of eight rotatable shafts, namely, the shafts 1 , 2 , 3 , 4 , 5 , 6 , 7 and 8 , wherein the drive shaft is the first shaft 1 , and the output shaft is the second shaft 2 of the transmission.
  • the sun gear of the first planetary gear set P 1 is connected to the fifth shaft 5 which is connected to the sun gear of the second planetary gear set P 2 and can be coupled, by means of a third brake 05 , to the housing G of the transmission, wherein the drive shaft 1 can be releasably connected, by means of a first clutch 14 , to the fourth shaft 4 which is connected to the carrier of the second planetary gear set P 2 and can be coupled, by means of a first brake 04 , to the housing G.
  • the drive shaft 1 is releasably connectable, by means of a second clutch 17 , to the seventh shaft 7 , which is connected to the ring gear of the second planetary gear set P 2 and the sun gear of the third planetary gear set P 3 , and is releasably connectable, by means of a third clutch 18 , to the eighth shaft 8 , which is connected to the ring gear of the fourth planetary gear set P 4 and the carrier of the third planetary gear set P 3 .
  • the sixth shaft 6 is connected to the ring gear of the third planetary gear set P 3 and the carrier of the first planetary gear set P 1 , wherein the third shaft 3 is connected to the sun gear of the fourth planetary gear set P 4 and can be coupled to the housing G, by means of a first brake 03 , and wherein the output shaft 2 of the transmission is connected to the carrier of the fourth planetary gear set P 4 and the ring gear of the first planetary gear set P 1 .
  • the first, second and third clutches 14 , 17 , 18 can be disposed next to each other and designed as lamellar shift elements, and have a common outer clutch disc carrier.
  • the first brake 03 is particularly suitable for a design as a jaw clutch element which significantly improves usage.
  • FIG. 2 shows an example of a shift pattern of a multi-stage transmission according to FIG. 1 .
  • Three shift elements are engaged for every gear.
  • the shift pattern shows, as examples, the particular transmission ratios i of the individual gear steps and, to be determined therefrom, the gear increments or step changes ⁇ to the next higher gear, wherein the value 8.993 is the transmission ratio spread.
  • the values for the stationary transmission ratios of the planetary gear sets P 1 , P 2 , P 3 , and P 4 , designed as minus planetary gear sets, are ⁇ 2.196, ⁇ 1.925, ⁇ 3.478 and ⁇ 2.533, respectively.
  • FIG. 2 shows that only one shift element must be engaged and one shift element must be disengaged when shifting sequentially, because two neighbouring gear steps jointly use two shift elements. It is also shown that a large transmission ratio spread is attained with small gear increments.
  • the first forward gear is attained by engaging the first and third brakes 03 , 05 and the second clutch 17 ;
  • the second forward gear is attained by engaging the first and third brakes 03 , 05 and first clutch 14 ;
  • the third forward gear is attained by engaging the first brake 03 and first and second clutches 14 , 17 ;
  • the fourth forward gear is attained by engaging the first brake 03 and the second and third clutches 17 , 18 ;
  • the fifth forward gear which is designed as a direct gear, in the portrayed example, is attained by engaging the first, second and third clutches 14 , 17 , 18 ;
  • the sixth forward gear is attained by engaging the third brake 05 and the first and third clutches 14 , 18 ;
  • the seventh forward gear is attained by engaging the third brake 05 and the second and third clutches 17 , 18 ;
  • the eighth forward gear is attained by engaging the second and the third brakes 04 , 05 and the third clutch 18 ;
  • the ninth forward gear is at
  • the fourth forward gear can be shifted by additional shifting combinations which are identified in FIG. 2 with M. Accordingly, the fourth forward gear can be attained by engaging the first and second brakes 03 , 04 and the third clutch 18 , or by engaging the first brake 03 and the first and third clutches 14 , 18 , or by engaging the first and third brakes 03 , 05 and the third clutch 18 .
  • the second brake 04 which is engaged in reverse gear, and/or the third brake 05 , which is engaged in first gear can also be used as a startup element.
  • An axle differential and/or a distributor differential can be disposed on the drive side or on the output side.
  • the drive shaft 1 can be separated from a drive motor, as needed, by a clutch element, wherein a hydrodynamic converter, a hydraulic clutch, a dry start-up clutch, a wet start-up clutch, a magnetic powder clutch, or a centrifugal clutch can be used as the clutch element or the like. It is also possible to dispose such a start-up element in the power flow direction after the transmission wherein, in this case, the drive shaft 1 is continuously connected to the crankshaft of the drive motor.
  • a clutch element wherein a hydrodynamic converter, a hydraulic clutch, a dry start-up clutch, a wet start-up clutch, a magnetic powder clutch, or a centrifugal clutch can be used as the clutch element or the like. It is also possible to dispose such a start-up element in the power flow direction after the transmission wherein, in this case, the drive shaft 1 is continuously connected to the crankshaft of the drive motor.
  • the multi-stage transmission also makes it possible to situate a torsional-vibration damper between the drive motor and the transmission.
  • a wear-free brake for instance, a hydraulic or electric retarder or the like, can be disposed on each shaft, preferably on the drive shaft 1 or the output shaft 2 which, in particular, is of special significance for use in commercial vehicles.
  • a power take-off drive can be provided on each shaft, preferably on the input shaft 1 or the output shaft 2 , for driving additional assemblies.
  • the friction shift elements that are used can be designed as power shiftable clutches or brakes.
  • force locking clutches or brakes can be used, for instance, lamellar clutches, band brakes, and/or cone clutches.
  • a further advantage of the multi-stage transmission presented here is that an electric machine can be attached to each shaft as a generator and/or as an additional drive machine.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
US14/396,069 2012-04-25 2013-03-13 Multi-speed gearbox Expired - Fee Related US9182014B2 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102012206808.2A DE102012206808B4 (de) 2012-04-25 2012-04-25 Mehrstufengetriebe
DE102012206808.2 2012-04-25
DE102012206808 2012-04-25
PCT/EP2013/055066 WO2013159996A1 (de) 2012-04-25 2013-03-13 Mehrstufengetriebe

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US20150087471A1 US20150087471A1 (en) 2015-03-26
US9182014B2 true US9182014B2 (en) 2015-11-10

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US (1) US9182014B2 (zh)
EP (1) EP2841803A1 (zh)
CN (1) CN104246297B (zh)
DE (1) DE102012206808B4 (zh)
WO (1) WO2013159996A1 (zh)

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US20150018160A1 (en) * 2012-02-29 2015-01-15 Zf Friedrichshafen Ag Multi-stage planetary vehicle transmission
US20160053865A1 (en) * 2013-03-27 2016-02-25 Zf Friedrichshafen Ag Multi-Stage Planetary Gear Mechanism
US9863507B2 (en) 2016-03-17 2018-01-09 Hyundai Motor Company Planetary gear train of automatic transmission for vehicle
US9897172B2 (en) 2016-03-17 2018-02-20 Hyundai Motor Company Planetary gear train of automatic transmission for vehicle
US9958036B2 (en) 2016-03-17 2018-05-01 Hyundai Motor Company Planetary gear train of an automatic transmission for a vehicle
US9989126B2 (en) 2016-06-30 2018-06-05 Hyundai Motor Company Planetary gear train of automatic transmission for vehicle
US10047834B2 (en) * 2015-12-02 2018-08-14 Hyundai Motor Company Planetary gear train of automatic transmission for vehicles
US10293482B2 (en) 2015-11-12 2019-05-21 ITI Electromagnetic Products Inc. Self-assembling robotic construction system and associated methods
US10352404B2 (en) * 2015-07-16 2019-07-16 Zf Friedrichshafen Ag Transmission for a hybrid vehicle, drive train for a hybrid vehicle having such a transmission, and method for starting up a hybrid vehicle

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DE102012206809B4 (de) * 2012-04-25 2021-03-11 Zf Friedrichshafen Ag Mehrstufengetriebe
DE102012218687B4 (de) * 2012-10-15 2021-09-30 Zf Friedrichshafen Ag Mehrstufengetriebe
WO2017044019A1 (en) * 2015-09-09 2017-03-16 Volvo Construction Equipment Ab A transmission arrangement for a vehicle
CN108350996B (zh) 2015-09-09 2021-03-23 沃尔沃建筑设备公司 用于车辆的变速装置
CN107949726B (zh) 2015-09-09 2021-05-14 沃尔沃建筑设备公司 用于车辆的变速器设备
DE102015016754A1 (de) * 2015-12-23 2017-06-29 Daimler Ag Mehrstufengetriebe mit neun Vorwärtsgetriebegängen
KR101846897B1 (ko) * 2016-03-18 2018-04-09 현대자동차 주식회사 차량용 자동변속기의 유성기어트레인
JP6566902B2 (ja) * 2016-03-28 2019-08-28 株式会社ジャパンディスプレイ 半導体装置及び表示装置
KR102406131B1 (ko) * 2017-09-12 2022-06-07 현대자동차 주식회사 차량용 자동변속기의 유성기어트레인
KR102575173B1 (ko) * 2018-08-22 2023-09-05 현대자동차 주식회사 차량용 변속장치
CN109681592B (zh) * 2018-11-29 2020-07-14 中国北方车辆研究所 一种七前两倒行星变速器
CN112324877B (zh) * 2020-11-19 2023-04-18 中国地质大学（武汉） 一种九挡自动变速器

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US20150087471A1 (en) 2015-03-26
CN104246297B (zh) 2017-03-01
WO2013159996A1 (de) 2013-10-31
DE102012206808B4 (de) 2021-03-11
CN104246297A (zh) 2014-12-24
DE102012206808A1 (de) 2013-10-31

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